Draft North East Cambridge Area Action Plan
Search representations
Results for Cambridge Cycling Campaign search
New searchComment
Draft North East Cambridge Area Action Plan
Policy 13f: Short term/corporate lets and visitor accommodation
Representation ID: 54516
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Proposals for short-term/corporate lets and visitor accommodation should promote sustainable modes of transport. This could include cycle hire schemes or pool bikes, the provision of cycle maps and the inclusion of shared tool stations.
Proposals for short-term/corporate lets and visitor accommodation should promote sustainable modes of transport. This could include cycle hire schemes or pool bikes, the provision of cycle maps and the inclusion of shared tool stations.
Comment
Draft North East Cambridge Area Action Plan
Policy 14: Social, community and cultural Infrastructure
Representation ID: 54518
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
As many social, community, cultural and leisure facilities should be located on-site as possible to support the vision for a place where the majority of destinations are within a short walk or cycle ride of residents’ homes. All facilities should include spacious, secure cycle parking for a variety of types of cycle and should be connected to the walking and cycling network by routes which are safe and suitably-lit at night in order to ensure people feel safe using them at all hours.
As many social, community, cultural and leisure facilities should be located on-site as possible to support the vision for a place where the majority of destinations are within a short walk or cycle ride of residents’ homes. All facilities should include spacious, secure cycle parking for a variety of types of cycle and should be connected to the walking and cycling network by routes which are safe and suitably-lit at night in order to ensure people feel safe using them at all hours.
Comment
Draft North East Cambridge Area Action Plan
Policy 15: Shops and local services
Representation ID: 54519
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Camcycle agrees with the proposal to limit the size of retail units so that they do not become a ‘destination’ for people driving from outside the area or generate the need for a car park. This will be essential to meeting the goal of 75% of trips within the site being made by sustainable transport. However, we believe there will probably be a need for further smaller areas of retail outside the main centres to minimise car journeys. Facilities to enable zero carbon deliveries (e.g. by cargo bike) also need to be taken into consideration.
Camcycle agrees with the proposal to limit the size of retail units so that they do not become a ‘destination’ for people driving from outside the area or generate the need for a car park. This will be essential to meeting the goal of 75% of trips within the site being made by sustainable transport. However, we believe there will probably be a need for further smaller areas of retail outside the main centres to minimise car journeys. Facilities to enable zero carbon deliveries (e.g. by cargo bike) also need to be taken into consideration.
Comment
Draft North East Cambridge Area Action Plan
Policy 16: Sustainable Connectivity
Representation ID: 54521
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Camcycle strongly supports the goal to design North East Cambridge around a comprehensive walking and cycling network with seamless connections to adjoining areas. However, we believe that more improvements are needed to the pedestrian and cycle connections described in order to provide routes which cater for the large number of people that will be using them. For example, redirecting motor traffic away from the Fen Road level crossing via an alternative route out of Chesterton Fen would free up roadspace on Fen Road. This could then become a ‘cycle street’ suitable for the high numbers of people riding into the the city from the new district, and relieving the already-crowded towpath by providing more space for those walking. This would also enable a better connection to the Abbey-Chesterton bridge and Chisholm Trail.
Innovative solutions to reducing motor vehicle use are welcomed, but these should not replace immediate actions to reduce motor vehicle use in the area and build up sustainable transport facilities before construction begins. This could include demand management measures such as a congestion charge or workplace parking levy.
Camcycle strongly supports the goal to design North East Cambridge around a comprehensive walking and cycling network with seamless connections to adjoining areas. However, we believe that more improvements are needed to the pedestrian and cycle connections described in order to provide routes which cater for the large number of people that will be using them. For example, redirecting motor traffic away from the Fen Road level crossing via an alternative route out of Chesterton Fen would free up roadspace on Fen Road. This could then become a ‘cycle street’ suitable for the high numbers of people riding into the the city from the new district, and relieving the already-crowded towpath by providing more space for those walking. This would also enable a better connection to the Abbey-Chesterton bridge and Chisholm Trail.
Innovative solutions to reducing motor vehicle use are welcomed, but these should not replace immediate actions to reduce motor vehicle use in the area and build up sustainable transport facilities before construction begins. This could include demand management measures such as a congestion charge or workplace parking levy.
Comment
Draft North East Cambridge Area Action Plan
Policy 17: Connecting to the wider network
Representation ID: 54522
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Camcycle agrees with the principles given for new structures including underpasses and bridges and note that all new cycle infrastructure must be designed in accordance with Local Transport Note 1/20. We note that it is not just new structures that ‘should incorporate enough capacity to accommodate existing and future user demands for pedestrians, cyclists (and, where appropriate, horse riders) of all abilities’ – all connections should be assessed on these grounds and improved as necessary. This should include improvements to the Jane Coston bridge, a new road connection from Chesterton Fen (to free up roadspace for cycling and walking along Fen Road towards the Riverside and city centre, and better connections to the Chisholm Trail) and an improved junction on Kings Hedges Road at Cambridge Regional College. We would also support item (i) – the bridge crossing of Milton Road being a high-quality, wide green bridge to improve connectivity and biodiversity across this barrier.
Camcycle agrees with the principles given for new structures including underpasses and bridges and note that all new cycle infrastructure must be designed in accordance with Local Transport Note 1/20. We note that it is not just new structures that ‘should incorporate enough capacity to accommodate existing and future user demands for pedestrians, cyclists (and, where appropriate, horse riders) of all abilities’ – all connections should be assessed on these grounds and improved as necessary. This should include improvements to the Jane Coston bridge, a new road connection from Chesterton Fen (to free up roadspace for cycling and walking along Fen Road towards the Riverside and city centre, and better connections to the Chisholm Trail) and an improved junction on Kings Hedges Road at Cambridge Regional College. We would also support item (i) – the bridge crossing of Milton Road being a high-quality, wide green bridge to improve connectivity and biodiversity across this barrier.
Comment
Draft North East Cambridge Area Action Plan
Policy 18: Cycle Parking
Representation ID: 54523
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/
Comment
Draft North East Cambridge Area Action Plan
Policy 19: Safeguarding for Cambridge Autonomous Metro and Public Transport
Representation ID: 54524
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
All transport interchanges and mobility hubs should allow for attractive and convenient switches between cycling and public transport: the success of the Netherlands at cycle-transit connections is one of the reasons for the country’s high levels of cycling. All cycle parking at mobility hubs should be safe and secure and hire schemes should include cycles which cater for different ages and abilities of rider. Designs should acknowledge that some users will need to take their bikes with them on the metro or bus.
All transport interchanges and mobility hubs should allow for attractive and convenient switches between cycling and public transport: the success of the Netherlands at cycle-transit connections is one of the reasons for the country’s high levels of cycling. All cycle parking at mobility hubs should be safe and secure and hire schemes should include cycles which cater for different ages and abilities of rider. Designs should acknowledge that some users will need to take their bikes with them on the metro or bus.
Comment
Draft North East Cambridge Area Action Plan
Policy 20: Last mile deliveries
Representation ID: 54525
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
As the current cycle logistics hub within the Area Action Plan (AAP) site already serves a wide zone across the city, new hubs (at least two) should be designed to intercept large quantities of incoming deliveries and therefore significantly reduce motor vehicle logistics within the AAP area and beyond. It is important that the planning and locations for these are completed at an early stage of the development to minimise motor vehicle movements immediately. It may be better to have one hub near to the station to encourage the shift of long-distance logistics from road to rail. Within the site, the spacing of loading bays for deliveries, removals and private un/loading by cycle and van needs to be designed to ensure adequate availability and to eliminate obstructive parking in the carriageway, or on pavements or cycleways.
As the current cycle logistics hub within the Area Action Plan (AAP) site already serves a wide zone across the city, new hubs (at least two) should be designed to intercept large quantities of incoming deliveries and therefore significantly reduce motor vehicle logistics within the AAP area and beyond. It is important that the planning and locations for these are completed at an early stage of the development to minimise motor vehicle movements immediately. It may be better to have one hub near to the station to encourage the shift of long-distance logistics from road to rail. Within the site, the spacing of loading bays for deliveries, removals and private un/loading by cycle and van needs to be designed to ensure adequate availability and to eliminate obstructive parking in the carriageway, or on pavements or cycleways.
Support
Draft North East Cambridge Area Action Plan
Policy 21: Street hierarchy
Representation ID: 54526
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
We strongly support the street hierarchy proposed as this infrastructure is the best way to enable more, better and safer cycling for all ages and abilities. Evidence shows that “where good quality sustainable transport options are integrated into development at the planning
stage or at the time of major investment they are well-used. Attempting to ‘retro-fit’ sustainable transport into existing conventional development is much more difficult as travel habits have already been established.” (Campaign for Better Transport, 2015*)
However, we have concerns as to how this vision will be implemented to a consistently high-quality across the site by different developers. We also note that all new cycle infrastructure must be designed in accordance with Local Transport Note 1/20.
*Campaign for Better Transport (2015). Getting there: How sustainable transport can support new
development.
We strongly support the street hierarchy proposed as this infrastructure is the best way to enable more, better and safer cycling for all ages and abilities. Evidence shows that “where good quality sustainable transport options are integrated into development at the planning
stage or at the time of major investment they are well-used. Attempting to ‘retro-fit’ sustainable transport into existing conventional development is much more difficult as travel habits have already been established.” (Campaign for Better Transport, 2015*)
However, we have concerns as to how this vision will be implemented to a consistently high-quality across the site by different developers. We also note that all new cycle infrastructure must be designed in accordance with Local Transport Note 1/20.
*Campaign for Better Transport (2015). Getting there: How sustainable transport can support new
development.
Comment
Draft North East Cambridge Area Action Plan
Policy 22: Managing motorised vehicles
Representation ID: 54527
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
The trip budget scheme is ambitious, but not supported with an appropriate model, nor a plausible action plan for reducing car parking provision on existing sites. Immediate action will be needed to reduce motor vehicle trips and car parking in the AAP area before any construction begins.
0.5 parking spaces per dwelling is too high for the carbon budget required for this site. Rather than begin with existing Local Plan guidelines on car parking spaces and assume that private car ownership will continue to be the default for half the new households, the Area Action Plan should set realistic restrictions on car parking based on goals that encourage the use of car clubs and pools, along with walking, cycling and public transport. Spaces in the car barns (proposed to be leased) should be set at cost levels which are a disincentive to owning over sharing or hiring. Car clubs, active travel infrastructure, secure public and residential cycle parking and good public transport links should be in place as the first residents move in, in addition to a consolidation hub within the development for business and home deliveries. Spacing of vehicle bays for deliveries, removals and private un/loading should be designed to ensure adequate availability and to eliminate obstructive parking in the carriageway, or on pavements or cycleways. The whole development should support every aspect of a zero-carbon lifestyle.
Note that Utrecht is building a 'car-free' site for 12,000 people where parking is kept to the edges and the interior is car-free*. The parking is reported as 1 space per 3 households (1,800 spaces total) and there will be 300 car-sharing spaces.
*https://www.theguardian.com/world/2020/mar/15/forward-thinking-utrecht-builds-car-free-district-for-12000-people
The trip budget scheme is ambitious, but not supported with an appropriate model, nor a plausible action plan for reducing car parking provision on existing sites. Immediate action will be needed to reduce motor vehicle trips and car parking in the AAP area before any construction begins.
0.5 parking spaces per dwelling is too high for the carbon budget required for this site. Rather than begin with existing Local Plan guidelines on car parking spaces and assume that private car ownership will continue to be the default for half the new households, the Area Action Plan should set realistic restrictions on car parking based on goals that encourage the use of car clubs and pools, along with walking, cycling and public transport. Spaces in the car barns (proposed to be leased) should be set at cost levels which are a disincentive to owning over sharing or hiring. Car clubs, active travel infrastructure, secure public and residential cycle parking and good public transport links should be in place as the first residents move in, in addition to a consolidation hub within the development for business and home deliveries. Spacing of vehicle bays for deliveries, removals and private un/loading should be designed to ensure adequate availability and to eliminate obstructive parking in the carriageway, or on pavements or cycleways. The whole development should support every aspect of a zero-carbon lifestyle.
Note that Utrecht is building a 'car-free' site for 12,000 people where parking is kept to the edges and the interior is car-free*. The parking is reported as 1 space per 3 households (1,800 spaces total) and there will be 300 car-sharing spaces.
*https://www.theguardian.com/world/2020/mar/15/forward-thinking-utrecht-builds-car-free-district-for-12000-people
